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1 All Engines-out Landing Due to Fuel Exhaustion, Air Transat, Airbus A marks C-GITS, Lajes, Azores, Portugal, 24 August 2001 Micro-summary: Following an undetected fuel leak, this A had to dead-stick to a successful landing. Event Date: at 0613 UTC Investigative Body: Aviation Accidents Prevention and Investigation Department, Portugal, with extensive cooperation by Canada TSB Investigative Body's Web Site: Note: Reprinted by kind permission of the AAPID. Cautions: 1. Accident reports can be and sometimes are revised. Be sure to consult the investigative agency for the latest version before basing anything significant on content (e.g., thesis, research, etc). 2. Readers are advised that each report is a glimpse of events at specific points in time. While broad themes permeate the causal events leading up to crashes, and we can learn from those, the specific regulatory and technological environments can and do change. Your company's flight operations manual is the final authority as to the safe operation of your aircraft! 3. Reports may or may not represent reality. Many many non-scientific factors go into an investigation, including the magnitude of the event, the experience of the investigator, the political climate, relationship with the regulatory authority, technological and recovery capabilities, etc. It is recommended that the reader review all reports analytically. Even a "bad" report can be a very useful launching point for learning. 4. Contact us before reproducing or redistributing a report from this anthology. Individual countries have very differing views on copyright! We can advise you on the steps to follow. Aircraft Accident Reports on DVD, Copyright 2006 by Flight Simulation Systems, LLC All rights reserved.

3 Occurrence Summary On August 24, 2001, Air Transat Flight TSC236, an Airbus aircraft, was on a scheduled flight from Toronto Lester B Pearson Airport, Ontario (CYYZ), Canada to Lisbon Airport (LPPT), Portugal with 13 crew and 293 passengers on board. At 05:33, the aircraft was at 4244N/2305W when the crew noted a fuel imbalance. At 05:45, the crew initiated a diversion from the flight-planned route for a landing at the Lajes Airport (LPLA), Terceira Island in the Azores. At 05:48, the crew advised Santa Maria Oceanic Control that the flight was diverting due to a fuel shortage. At 06:13, the crew notified air traffic control that the right engine (Rolls-Royce RB211 Trent 772B) had flamed out. At 06:26, when the aircraft was about 65 nautical miles from the Lajes airport and at an altitude of about FL 345, the crew reported that the left engine had also flamed out and that a ditching at sea was possible. Assisted by radar vectors from Lajes air traffic control, the crew carried out an engines-out, visual approach, at night and in good visual weather conditions. The aircraft landed on runway 33 at the Lajes Airport at 06:45. After the aircraft came to a stop, small fires started in the area of the left main-gear wheels, but these fires were immediately extinguished by the crash rescue response vehicles that were in position for the landing. The Captain ordered an emergency evacuation; 16 passengers and 2 cabin-crew members received injuries during the emergency evacuation. The aircraft suffered structural damage to the fuselage and to the main landing gear. Final Investigation Report 22 / ACCID / 2001 Pag 2 of 103

8 1.0 Factual Information 1.1 History History of the Flight On August 24, 2001, Air Transat Flight TSC236, an Airbus aircraft, was on a scheduled flight from Toronto Lester B Pearson Airport, Ontario (CYYZ), Canada to Lisbon Airport (LPPT), Portugal with 13 crew and 293 passengers on board. The Captain was carrying out the pilot flying (PF) duties for this flight. TSC236 was planned to depart CYYZ at 00:10 UTC 1, with 47.9 metric tons of fuel 2, which included a 5.5 tons over and above the fuel required by regulations for the planned flight; the actual take-off time was at 00:52 with a reported 46.9 tons of fuel on board. According to the crew, the flight progressed normally until after crossing 30º West and at 05:03 when they observed unusual engine oil indications on the Number 2 (right) engine (Rolls-Royce RB211 Trent 772B) 3. The ENGINE Electronic Centralized Aircraft Monitoring System (ECAM) page was manually selected by the crew, and the oil indications were communicated by high-frequency (HF) radio to the dispatcher at the company s Maintenance Control Centre (MCC) 4 at Mirabel Quebec, Canada. At approximately 05:33, an advisory ADV message was displayed on the Engine/Warning Display (EW/D). The crew noticed the ADV and deselected the ENGINE ECAM page. This action resulted in the Fuel ECAM page being displayed and the crew becoming aware of a fuel imbalance between the left and right inner-wing tanks. To correct the imbalance, the crew selected the cross feed valve OPEN and the right-wing fuel pumps OFF in order to feed the right engine from the left-wing tanks. At 05:45, the fuel on board had reduced to below the minimum required fuel on board to reach Lisbon, and the crew initiated the diversion to Lajes Airport (LPLA) on Terceira Island in the Azores. By 05:48, the crew advised Santa Maria Oceanic air traffic control 5 that the flight was diverting due to a fuel shortage; the fuel on board had reduced to 7.0 tons. In attempts to resolve the sudden and unexplained reduction in the fuel quantity readings, the crew asked the cabin crew to visually check the wings and engines for a possible fuel leak: the visual check did not reveal any evidence of a fuel leak. At 05:54, in reaction to the continued abnormally high rate of reduction in the fuel-on-board quantity reading, the crew selected the right-wing fuel pumps to ON and the left-wing pumps to OFF. These selections established cross feed of the fuel in the right wing tanks to both engines. According to the crew, the cross feed from the right tank was established to use up the fuel from the right wing and to counter the possibility that the fuel loss was the result of a leak in the right wing tanks. 1 All times are Coordinated Universal Time unless otherwise noted. 2 All fuel quantities are in metric tons, unless otherwise noted. 3 Analysis of the DFDR data indicates that a higher-than-normal rate of reduction in aircraft gross weight started at 04:38, the time that the fuel leak started. 4 Air Transat s MCC is manned by the company s dispatcher and maintenance manager. 5 The cabin preparations for the possible ditching and eventual engines-out landing are detailed in section 1.15 Passenger Safety and Survival of the report. Final Investigation Report 22 / ACCID / 2001 Pag 7 of 103

9 The crew then contacted MCC on HF, advising the dispatcher of the inexplicable low fuel quantity readings. At this time, fuel on board was 4.8 tons, or 12 tons below the planned quantity. The crew reported that they could not determine what the problem was, that the fuel indication was continuing to reduce, and that the apparent fuel leak was happening in the right-wing inner tanks. At 05:59, during the dialog with MCC, the crew reported that the fuel quantity had further reduced to 1.0 tons in the right tanks and 3.2 tons in the left tanks. MCC asked whether the fuel loss might be a leak in the left engine. In reaction to this suggestion, the Captain momentarily reselected cross feed from the left tanks. The crew stated that all fuel pumps were selected ON when the fuel remaining was 1.1 tons. At 06:13, when the aircraft was at FL390 and 150 miles from Lajes, the right engine flamed out. The crew notified Santa Maria control that the engine had flamed out and that the flight was descending. At 06:15, the crew reported to air traffic control that the fuel on board had reduced to 600 kilograms. At 06:23, the First Officer declared a Mayday with Santa Maria Oceanic Control, and at 06:26, when the aircraft was 65 nautical miles from the Lajes airport and at an altitude of about FL 345, the left engine flamed out. The ALL ENG FLAME OUT procedure was completed by the crew and an engines-out descent profile was flown towards Lajes. At 06:31, the flight was transferred to Lajes Approach Control. Assisted by radar vectors and flashing of the runway lights, the aircraft arrived about 8 miles off the approach end of runway 33 at approximately feet on a track of about 270. The Captain advised Lajes that he was conducting a left 360-degree turn in order to lose altitude. During the turn, the aircraft was configured with leading-edge slats out and landing gear down for the landing. S-turns were conducted on final to lose additional altitude. At 06:45, the aircraft crossed the threshold of runway 33 at about 200 knots, touched down hard feet down the runway, and bounced back into the air. The second touchdown was at feet from the approach end of the runway, and maximum braking was applied. The aircraft came to a stop feet from the approach end of the foot runway. After the aircraft came to a stop, small fires started in the area of the left main-gear wheels, but these fires were immediately extinguished by the crash rescue response vehicles that were in position for the landing 6 Figure 1 - Aircraft After Landing. The Captain ordered an emergency evacuation. Fourteen passengers and two cabin-crew members received minor injuries, and two persons received serious injuries during the emergency evacuation. The aircraft suffered structural damage to the fuselage and to the main landing gear. 6 The response of crash file rescue services to this emergency landing are detailed in section 1.14 Crash Fire Rescue and Survival of the report. Final Investigation Report 22 / ACCID / 2001 Pag 8 of 103

10 1.1.2 Passenger Cabin Events All activities in the passenger cabin were proceeding normally until approximately 05:45 when the FD entered the cockpit to brief the Captain on the special passenger services that would be required when the flight arrived at Lisbon. At this time, the flight crew was occupied with the fuel imbalance problem and in setting up for the diversion to Lajes. The Captain advised the FD that the flight was diverting due to a fuel shortage and would be landing on Terceira Island in the Azores. She was told to come back for an update on the situation in about 15 minutes. Based on this information, the FD returned to the passenger cabin, informed the flight attendants of the diversion, and directed them to pick up the remaining snack trays and to secure the galley equipment. About five minutes later, when the cabin was secured, the FD returned to the cockpit for further instructions. The Captain informed the FD that there was a possible fuel leak. He then directed the FD to conduct a visual check of the engines and wings for evidence of a fuel leak, in particular for vapor or cloud condensation forming beneath, below and behind the wing and the engine. The FD returned to the cabin and briefed the R2 flight attendant on the situation and what signs to look for. The FD went door L3 to assess the left-hand side wing and the other flight attendant assessed the right side of the aircraft from the area of door R3. Because the lights were on in the cabin and because it was nighttime it was difficult to see outside the aircraft. So, the FD briefed the L3 flight attendant on what to look for, returned to her station, and turned off the cabin lights. No signs of a fuel leak were evident. At 06:01, the FD returned to the cockpit to inform the Captain of the results of the inspection. The Captain then informed the FD that the flight would be landing in about 40 minutes and to prepare the cabin. The FD inquired whether the briefing should be for a landing or for a ditching. The Captain stated that it should be for a ditching. The FD returned to the cabin and briefed the flight attendants on the situation, instructing them to get their life jackets and position themselves for the passenger briefing. At 06:13, the FD returned to the cockpit to get further instructions from the Captain. The Captain informed the FD that he did not have any time to brief the passengers and directed the FD to do all the remaining cabin announcements. The FD used the Emergency Action Plan checklist to brief the passengers on the action plan for a ditching, which included instructions on donning of life jackets and demonstration of the brace position. Just as the cabin announcements were being completed and as a result of the flame out of the second engine at 06:26, the normal cabin lighting began fluctuating and the public address system became intermittent. The FD was able use the public address system to command the cabin crewmembers to be seated. The normal lighting then failed and the emergency lighting came on. Approximately five minutes after the power failure, the oxygen masks deployed in the passenger cabin as the result of the loss of cabin pressurisation. Most passengers did not have difficulty in putting on their oxygen masks. However, some of the flight attendants in the following positions reported that there were problems with oxygen flow for some masks in their areas of responsibility: L-3, R-3, and R-2. It was also reported that the oxygen container door at position R2 did not open automatically, and that the R2 flight attendant had to use a manual release tool to open the container door. Final Investigation Report 22 / ACCID / 2001 Pag 9 of 103

11 The First Officer subsequently made a public address announcement that the flight would be landing on or near the runway in 5 to 7 minutes and to prepare for a land evacuation. Just prior to the landing the First Officer issued a Brace, Brace, Brace command. The flight attendant shouted the prescribed brace commands to the passengers. Immediately after the landing, the passengers began cheering and clapping. Concerned those follow-on instructions from the flight deck would not be heard, the flight attendants shouted to the passengers to be quiet; the passengers complied. About 10 to 20 seconds after the aircraft came to a stop, the Captain made the EASY VICTOR evacuation command. The evacuation was attempted using all emergency exits and evacuation slides. All doors and slides functioned normally, except for exit L3, which only opened approximately 20 to 25 centimetres. The passengers in the area of L3 were redirected to other exit doors. The only other problems noted with the evacuation from the cabin were the following: Some passengers were reluctant to leave the aircraft and had to be aggressively encouraged to do so; Many passengers attempted to leave with carry-on baggage; and One paraplegic passenger located in row 1 in the forward cabin and an elderly man in row 39 in the aft-cabin, who could not walk without his cane, had to be physically assisted to reach the exit and to get onto the escape slide. The evacuation reportedly was completed in approximately 90 seconds. Following the evacuation, the passengers were marshalled away from the aircraft Summary of Related Engine Maintenance Events On 15 August 2001, during a routine inspection of the Air Transat Airbus , Serial Number 271 aircraft, metal chips were found on the master chip detector in the oil system of the right (No #2) engine (Rolls-Royce RB211 Trent 772B, # 41075). On 17 August 2001 there was a second incidence of metal particles in the oil system, and because the origin of the metal could not be identified, Air Transat decided to replace the engine. Air Transat's spare engine was not available; consequently, a Rolls-Royce loaned engine, previously positioned at the Air Transat facilities, was used. The engine change, which commenced at midnight on 17 August 2001, proceeded normally up to the point when it was discovered that the rear hydraulic pump (P/N: ), taken from the removed engine, could not be fitted onto the replacement engine due to an interference with the high pressure fuel pump inlet tube (P/N: FK12446) already on the engine. A search through the Airbus Illustrated Parts Catalogue (IPC) revealed the existence of a Service Bulletin (SB) RB C625. It was then realized that the loaned engine, last certified by Hong Kong Aero Engine Services Limited, was in a pre-sb configuration, and the engine being replaced was in a post-sb configuration. The technician leading the engine change could not access the SB s from the available computer terminals, and accepted advice from the maintenanceengineering department that only the rear, fuel tube from the engine being replaced needed to be used. According to the technicians, a clearance between the fuel and the adjacent hydraulic tube was obtained. Final Investigation Report 22 / ACCID / 2001 Pag 10 of 103

12 Upon completion of the engine replacement, inspections were conducted by both the lead technician and another technician and no discrepancies were noted. The engine was successfully ground run and the aircraft was released for flight with a post-sb RB C664, hydraulic pump (P/N: ), a post-sb C625 fuel tube (P/N: FK30383), and a pre-sb C625 hydraulic line (P/N: LJ51006). An examination of the aircraft following the occurrence determined that both engines stopped due to fuel exhaustion, which was precipitated by a rupture of the high-pressure fuel pump inlet fuel tube on the right engine, which failed as a result of hard contact with the hydraulic line. The engine had accumulated 67.5 flight hours since the engine installation. 1.2 Injuries to Persons Crew Passengers Others Total Fatal Serious Minor/None Total All the injuries to the passengers were as the result of the evacuation from the aircraft. Although most injuries were of a very minor nature, two passengers required hospitalization for treatment of their injuries. 1.3 Damage to Aircraft The aircraft first contacted the runway at feet from threshold and then bounced for feet prior to the second and last touch down. The touchdowns were sufficiently hard to cause some skin wrinkles on each side of the fuselage just above the main wings trailing edges. Due to the engines-out condition, the landing was conducted without the brake antiskid and normal breaking systems. Because the emergency brake accumulator only provides for a limited amount of brake applications, full braking was applied and retained at the second touch down, resulting in the main wheels locking up. The tires quickly abraded and deflated at a point between about 300 and 450 feet beyond the second and final touch down. The segments of the main wheels contacting the pavement were worn down to the bearing journals, the left, rear, inboard wheel detached Figure 2 - Left-main Boogie from the axle. Both left and right brake anti-torque links attachment horns on the bottom segments of the main oleos also contacted the pavement; the horns were abraded to the point that some of the links separated from the oleo resulting in the rotation of at least one brake carrier. Final Investigation Report 22 / ACCID / 2001 Pag 11 of 103

13 Shedding of brake and wheel components during the landing run also resulted in a combination of punctures and impact damage to the airframe and left engine nacelle. 1.4 Other Damage Some minor damage, consisting of scoring and scuffing, was caused to the runway surface due the skidding of the wheels and the contact of the brake/oleo components. Immobilization of the aircraft on the runway resulted in closure of the airport for a 4-day period and caused substantial disturbance to the traffic of island inhabitants as well as movement of goods. Moving of the aircraft off the runway was delayed due to problems encountered during the initial salvage attempts, and delays encountered in obtaining the required replacement undercarriage parts and adequate lifting equipment. 1.5 Personnel Information Flight Crew Captain First Officer Age Pilot Licence ATPL ATPL Medical Expiry Date 1 January June 2002 Total Flying Hours Hours on Type Hours Last 90 Days Hours on Type Last 90 Days Hours on Duty Prior to Landing 13 8 Hours Off Duty Prior to Work Period Captain Information The Captain held a Canadian Airline Transport Pilot Licence Aeroplane (AA112310), endorsed for single and multi-engine land and seaplanes, with individual type aircraft ratings on B73A, B73B, CS12, CV58, DC3, DC4, DC6, E120, EA33, FA27, HS25, HS74, and L1011 aircraft. His licence was endorsed with a Group 1 Instrument Rating valid until 1 November The Captain started working for the company as a First Officer on the L1011 on 11 March 1996, and he was upgraded to Captain on L1011 on 15 December On 23 March 2000, he began his conversion to the A330. From 23 March 2000 to 7 April 2000, he completed the Video and Computer Based Instruction course and 3D trainer portions of the A330 training in Mirabel, Quebec, Canada, under the supervision of an Air Transat instructor. The flight simulator portion of the initial A330 training was conducted by Airbus instructors at the Airbus Industries Training Center in Toulouse, France from 12 April 2000 to 8 May All training was done in accordance with the Airbus A330 training program. Final Investigation Report 22 / ACCID / 2001 Pag 12 of 103

14 The Captain passed his initial Pilot Proficiency Check as an A330 Captain on 11 May 2000, and his final Route Check was performed on 22 June Company training records indicated that he had successfully completed all required recurrent training. No shortcomings in performance were recorded on his file. The Captain successfully completed his most recent check ride on 29April First Officer Information The First Officer held a Canadian Airline Transport Pilot Licence Aeroplane (AA731791), endorsed for single and multi engine land and seaplanes, with individual type aircraft ratings on BA31, EA33, L101, and LR35 aircraft. His licence was endorsed with a Group 1 Instrument Rating valid until 1 January The First Officer started working for the company on 11 November 1998 as a First Officer on the L1011 aircraft. His initial training on the A330 was done in Airbus training facility in Miami, Florida, United States of America, in accordance with the Airbus A330 training program under the supervision of Air Transat instructors. He completed his A330 training in November The First Officer passed his initial Pilot Proficiency Check as an A330 First Officer on 22 November 2000, and his final Route Check was done on 23 December Company training records indicated that he had successfully completed all required training. No shortcomings in performance were recorded on his file. The First Officer successfully completed his most recent check ride on 15 May Cabin Crew The cabin crew consisted of a Flight Director (FD) 7, an Assistant Flight Director (AFD), and nine flight attendants. The FD also carried out the responsibilities for cabin safety position L1, and the AFD, cabin safety position L4. The other flight attendants were assigned to positions L1A, L2, L3, L4, L4A, R1, R2, R3, R4, and R4A. This manning level was in accordance with the flight attendant requirements specified Canadian Aviation Regulation subpart The Flight Director had been employed as a flight attendant with the company since 1992, and was qualified on the A330 in November Seven of the ten flight attendants had at least eight years of experience with the company, two had six years, and one had three years experience; all of the flight attendants had 30 or more months of experience on the A330. Company training records indicate that all cabin crewmembers had received the initial and recurrent training required for their positions Technical Personnel Engine Controller At Air Transat, each engine model is assigned to an Engine Controller, who liaises with the manufacturer to obtain additional expertise as needed. The controller s responsibility centres on the off-wing maintenance of the engine. Air Transat s Trent Engine Controller was assigned to this position because of his previous experience with Rolls-Royce engines. He did not hold an Aircraft Maintenance Engineer licence, nor was he required to. 7 Flight Director is the lead flight attendant in charge of the passenger-cabin crew. Final Investigation Report 22 / ACCID / 2001 Pag 13 of 103

15 The Trent Engine Controller worked Monday to Friday, and was on call during the weekend that the engine was being replaced Maintenance Technicians The engine change was carried out by different crews of four to six technicians. Each crew had at least one A330-rated technician, and the crews worked normal 8-hours shifts. The technicians normally worked a sequence of 4 days on then 3 days off. Some worked an extra day with overtime compensation. The crews were lead by a lead technician holding an AME licence endorsed on the A330 aircraft. He had been selected to supervise the engine change because of his previous experience with three A330 engine changes within the last year. The lead technician normally worked day shift Monday to Friday. On Friday, 17 August 2001, he was called at home around 19:00 hours and asked to lead an engine change the next day. He reported to work on Saturday at 06:30 and worked until 19:00 hours. He was back to work the next morning at 06:30 hours and left upon completion of the engine change at 17:30 hours In-house Rolls-Royce Representative A provision of the aircraft leasing agreement was that the aircraft lessor, International Lease Finance Corporation, would position a Rolls-Royce representative with Air Transat. The representative functioned mainly as a facilitator, assisting the operator and providing a direct communication link with the engine manufacturer. The representative could offer advice, but was not part of, nor responsible for decision-making. 1.6 Aircraft Information Manufacturer Airbus Industries Type and Model A Year of Manufacture 1999 Serial Number 271 Type Approval A-205 Certificate of Airworthiness (Flight Permit) 03 May 1999 Total Airframe Time hours Total Cycles Engine Type (number of) Rolls-Royce RB211 Trent 772B (2) Maximum Allowable Take-off Weight kilograms Recommended Fuel Type(s) JET A-1, JET A JET B, JP 4, JP 5, JP 8 Fuel Type Used JET A-1 The lease status of the aircraft had no bearing on the control of the aircraft. The operation and maintenance of the aircraft was the responsibility of the air operator. The aircraft was registered to Air Transat AT, Inc. on 28 April 1999 and had a valid Certificate of Airworthiness issued on the same date. The aircraft was configured with 362 passenger seats. Final Investigation Report 22 / ACCID / 2001 Pag 14 of 103

16 1.6.1 Weight & Balance The following information was derived from operational records. The documentation indicated that the aircraft was planned to be within the certified weight and centre of gravity limits for take-off. Maximum Operational Take-off Weight kilograms Maximum Zero-fuel Weight kilograms Actual Zero-fuel Weight kilograms Fuel On Board at Take-off kilograms Actual Operational Take-off Weight kilograms Center of Gravity Index 134 inches % MAC 30.7 The actual fuel on board at take-off as calculated from the DFDR data was kg Right Engine Information Manufacturer Rolls Royce Model RB211 Trent Part Number Trent 772 B Serial Number Time Since New hours Time Since Last Shop Visit 67.5 hours Total Cycles Since New 2047 Cycles Since Shop Visit Right Engine History The right engine, serial number 41055, underwent a post-lease shop visit 8 at Hong Kong Aero Engine Services Limited (HAESL), which is a Rolls-Royce-approved facility; and, on 31 July 2000, the engine was certified to772 & 772B rating. Correspondence between HAESL and Rolls-Royce indicated that the plan was to embody SB.RB C625, modifying the engine dressing of the engine (41055). However, this modification was not done due to a parts shortage. Upon completion of the shop visit, the engine was test-run without the hydraulic pumps installed, which is an accepted practice. Following the HAESL shop visit, the engine was shipped to, and stored at the Air Canada facilities in Toronto at the end of July On 1 August 2001, in response to a request from Air Transat that a spare engine be made available at its facilities in Mirabel, Quebec, the engine was sent to Air Transat. Included in the documentation forwarded with the engine from HAESL were the Rework Summary Sheet, the Carry-Forward Items List and the Engine Log Book. 8 The term shop visit is used in the aviation industry to describe any off-wing maintenance activity that takes place in a recognized engine overhaul facility, where either the engine is separated into modules for the purpose of refurbishment, or where modifications resulting in configuration change are embodied. Final Investigation Report 22 / ACCID / 2001 Pag 15 of 103

17 As requested by Rolls-Royce, the engine was stored in a restricted area to ensure its integrity in the event that it urgently was required by another airline, because this was the only available spare loaned engine in North America. Access to the engine required notifying the in-house Rolls-Royce representative. Because the engine had to remain available to other user s world wide, it was kept in an "as received" status Rework Summary Sheet The Rework Summary Sheet recorded several modifications that were embodied during the postlease shop visit. It also detailed modifications found embodied, but not documented by the last operator. The Rework summary sheet only addressed the SB s for which some action had taken place during the shop visit. The Rework Summary Sheet did not contain any reference to SB.29-C625, showing that it had not been embodied during the shop visit. There was no requirement on the part of HAESL to comply with an Airbus recommendation that SB s be embodied at the earliest opportunity, nor a requirement for HAESL to advise potential users of the engine about any SB s that had not been embodied. In fact, it s a requirement for the airline who installs the core engine to check its configuration and receipt and ensure that it complies with the manufacturers specifications Carry-forward Items Typically, owner-operated and leased engines are forwarded without some accessories, such as starter and hydraulic pumps. These accessories are often referred to as a Quick Engine Change (QEC) kit. The Carry-Forward Items list indicated that 60 additional components would be required when the engine was installed on an aircraft. The list provided pertinent component information, such as the Air Transportation Association (ATA) number, the part number, the part name or description, and the quantity required. The 60 components on the list included 13 major parts, with the remaining components required for their installation. Items 58 and 61 on the carry-forward item list attached to the loaned engine showed that both front and rear hydraulic pumps required for the installation were of the Part Number type, a post-modification-model hydraulic pump. Because the engine dressing was not changed during the last shop visit at HAESL, the engine was in the pre-mod configuration, which required a hydraulic pump of part number or or Engine Log Book Regulations require that technical records be maintained on major aircraft components, such as engines. The technical record that accompanied engine (41055) received from HAESL was the Engine Log Book, which contained a record of all maintenance performed on the engine, including the SB s embodied. The Engine Log Book, which is the primary document for the engine, accurately reflected the configuration of the engine. 9 Note from Bureau d Enquêtes et d Analyses pour la Sécurité de l Aviation Civile (BEA) Ministére de l Equipement, des Transports, de l Aménagemement du Territoire, du Tourisme et de la Mer- REPUBLIQUE FRANÇAISE Final Investigation Report 22 / ACCID / 2001 Pag 16 of 103

18 1.6.3 Engine Fuel Tube Rupture The initial inspection of the right engine following the occurrence uncovered the presence of an L-shaped crack on the inlet fuel tube wall (Part No FK30383). The crack was approximately 3.0 inches (80mm) long, and was spread to a width of about 1/8 inches (2.5mm). In addition, the hydraulic outlet tube (pressure) for the rear hydraulic pump was found to be in hard contact with the fuel tube. The cracking on the fuel tube extended to both sides of a mechanically worn (chafed) area where the tubes came into contact. It was evident that the interference and chafing occurred due to the mismatched installation of the post-mod fuel tube (P/N: FK30383) and pre-mod hydraulic tube (P/N: LJ51006). Based on the DFDR data, it was determined that the fuel leak rate through this cracked reached a maximum of about 13.0 metric tons per hour. The hydraulic and fuel tubes were sent to the Rolls-Royce Laboratory in Derby, England for further analysis under the supervision of the United Kingdom Air Accidents Investigation Branch. The analysis resulted in two re- Figure 3 - Right Engine Pipe Contact ports: MFR covered the examination of the fuel tube, and MFR covered the examination of the hydraulic tube. Both reports concluded that the fuel and hydraulic tubes fully matched the drawing characteristics for material, form and shape. The fuel tube wall section was measured and showed that the wear had reduced the wall thickness by inches, and that the hard contact had resulted in a dent measuring inches deep. The examination concluded that the fuel tube fractured in high cycle fatigue at multiple initiation sites in the bore and the outside diameter, due to a combination of vibratory stresses being superimposed on the tube deformation. Also noted Figure 4 Fuel Pipe Crack & Scratches were some scratches and deep scores around the chafed location on both tubes. Report MFR stated that these marks are believed to have been made at the time of installation of the engine because this was the only time the post- SB fuel line and pre-sb hydraulic lines were mounted adjacent to one another. The report con- Final Investigation Report 22 / ACCID / 2001 Pag 17 of 103

19 cluded that the scratches and scores were directionally aligned and that they could have been caused from repeated contact from a blunt instrument, such as a screwdriver being inserted between the tubes in order to force a clearance between them. There were no cracks initiated from the score or scratch marks Oil parameters During the flight, the crew called MCC to check on the differing oil parameters that they were observing between the engines, which were as follows: Rolls-Royce conducted a technical review of the oil parameters. Technical Report Number FSG44035 in part determined that, because the position of the leak was downstream of the fuel/oil heat exchanger, the high fuel-flow through the heat exchanger would have cooled the oil resulting in the oil parameters shown. A characteristic of the Mobil Jet oil II used for engine lubrication is that the viscosity increases rapidly when the temperature decreases. The higher viscosity resulted in an increase in oil pump outlet pressure, and in a low flow rate of oil back to the reservoir. Because the oil quantity is measured at the reservoir, a lower quantity of oil would have resulted. Post occurrence verification of the oil reservoir sight gauge showed the oil level to be 1.5 litres below the full line. Assuming that the oil reservoir was full at departure, the oil used was less than the normal oil consumption after 5 hours of operation Fuel System Fuel System Description Engine No 1 Engine No 2 Oil temperature 110 C 65 C Oil pressure 80 psi 150 psi Oil quantity 17 litres 14 litres The main tanks of the A fuel system are located in the wings and in the Trimmable Horizontal Stabilizer (THS). There is also a main center fuel tank. A crossfeed valve is fitted to connect the left and right hand fuel tanks to either engine. Each wing has an inner and an outer tank. Each inner tank is divided into two parts; the division is fitted with a split valve that is normally open. Each inner tank feeds its respective engine by two main fuel pumps. Each engine has a low-pressure valve that is installed to cut off fuel to the engine. Each inner tank also has a standby pump that can also feed the engine; this pump operates automatically if there is a failure of one of the main pumps. Two transfer valves allow the fuel from the outer tanks to transfer to the adjacent inner tanks. As soon as the inner tank quantity drops below kg, and the trim tank is empty, the outer tank transfer valves open to cycle the inner tank content between and kg. The outer to inner tank transfer is indicated by a green transfer symbol on the ECAM Fuel page, and by an OUTR TK XFR message, in green, on the ECAM Memo page. When the transfer is complete, an OUTR TK XFRD message is displayed in green on the ECAM Memo page. Final Investigation Report 22 / ACCID / 2001 Pag 18 of 103

20 A trim tank is located in the THS. The trim tank transfer system is a fully automatic mode system that controls the center of gravity of the aircraft. When the aircraft is in cruise, the primary Fuel Control and Management Computer (FCMC) calculates the C of G and compares the result to a target value that depends on the aircraft actual weight. From this calculation, the FCMC optimizes the C of G by deciding to transfer fuel to or from the trim tank. There is normally only one aft transfer at the beginning of the flight. During the flight, there is a series of small forward transfers. If the actual C of G is different from the target C of G by more than 0.5% and the aircraft is above Flight Level 255, an appropriate transfer occurs. If an inner tank quantity drops below kg, forward transfer also occurs to maintain the fuel in the inner tanks between kg and kg until the trim tank is empty. If during a forward transfer the inner tanks are out of balance by more than 500 kg, the transfer is automatically stopped on the heaviest side until the fuel balance is achieved. A final forward transfer occurs when the time to destination is less than 35 minutes, when either set of wing tanks is below 4.0 tons, or when the aircraft descends through FL245. When fuel is being transferred, a TRIM TANK XFR message appears on the ECAM Memo screen; when the trim tank is empty, a TRIM TANK XFRD message appears on the ECAM Memo portion of the E/WD screen. Figure 5 - E/WD & Trim Tank Transferred Memo The Fuel ECAM page displays the following: Layout of the fuel tanks, Fuel tank quantities, Fuel used by each engine, and the total fuel used, Fuel on Board quantity The status of the eight fuel pumps, The low-pressure valves, crossfeed valve, and the trim tank isolation and inlet valves positions, and Anomalies to the system in amber colour. The fuel panels, located on the overhead panel, incorporate selectors and switches to control the fuel pumps, crossfeed valve, inner tank split valves, trim tank isolation valve, center tank valve, and outer tank to inner tanks transfer valves. The fuel system incorporates a fuel/oil heat exchanger that uses fuel flowing to the engine to cool engine oil and to pre-heat the fuel. A crossfeed valve is fitted in the fuel system to connect or isolate the left and right engine feeds. The valve position is controlled by a push-button switch. The primary purpose of the crossfeed switch is to provide a capability to correct fuel imbalance situations, in particular to allow both engines to be fed from either the right-hand or left-hand wing tanks. In normal operation, the Final Investigation Report 22 / ACCID / 2001 Pag 19 of 103

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